Valve mechanism for air-brakes



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' T. H- HABERKORN'.

VALVE MBCHANISM POR AIB. BRAKES. No. 413,252. Y Patented oct. 22, 1889.

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T. H. HABERKORN.

VALVE MBGHANISM FOR AIR BRAKES.

No. 413,252. Patented 00u. 22, 1889.v

N. PETERS. Phalumngmphgr. vin-hmm". D.C.

UNITED STATES PATENT OFFICE.

THEODORE Il. HABERKORN, OF FORT VAYNE, INDIANA.

VALVE IVIECHANISIVI FOR AIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 413,252, dated October 22, 1889.

Serial No. 308,703. (No model.)

To all whom it may concern.-

Be it known that I, THEoDoRE H. HABER- KORN, of Fort Wayne, in the county of Allen and State of Indiana, have invented certain new and useful Improvements in Valve Mechanism for Air-Brakes; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same.

My invention relates to improvements in valve mechanism for air-brakes; and it consists in certain features of construction and in combination of parts hereinafter described, and pointed out in the claims..

In the accompanying drawings, Figures l and 3 are corresponding elevations in section, showing, respectively, dilferent positions of the valves. 2 is an elevation taken at right angles to the view shown in Figs. l and 3.

A represents the valvecasing,.having on the one side thereof a broad flange A', for attaching the valve, for instance, to the gov* ernor, (not shown,) this flange having the necessary holes A2 for receiving the securingbolts. Casing A has three compartments or chambers, respectively, a, a', and c2. The

Iwalls of the larger or primary chamber a. are

bored to fit nicely the periphery of valve C, this chamber being closed below by cap B. The upper section of this cap is bored to receive wing C of this valve, the cap having a seat b and the valve having a seat c for mutual engagement. Cap B terminates below in a screw-threaded nozzle B', for attaching to the main air-supply pipe, (not showin) that leads along under the cars and supplies the dierent auxiliary air reservoirs, in which latter compressed air is stored for operating the respective brake-cylinders of the differ- 'ent cars, all of which is well known. Cham bers c and a are connected by bore a3, in which latter operate the wings C3 of the valve-stem (l2/the casing having a seat at for engaging seats c of the valve-stem, this valvestem and valve C being, of course, integral. Port M (shown in dotted lines, Figs. l and 3, and in solid lines in Fig.` 2) opens into chamber c, and leads from thence tothe auxiliary air-reservoir. (Not shown.) Aport or recess m admits air past valve G when the latter is in its elevated position. (Shown in Fig. 3.) The secondary`chamber c is connected by bore a5 with the exhaust-chamber a2, the latter communicating with the atmosphere. Port N opens into chamber a and leads from thence to the brake-cylinder. (Not shown.)

Valve D engages seat a6 of the casing, the wings D of this valve operating in bore a5 aforesaid. This valve has an upwardlyprojecting stem D2, that passes loosely through a hole in lateral lever E, with shoulders at d d,`respectively, above and belowr the lever and engaging the latter.

Lever E is pivoted at e to the casing, the free end of the lever being in position to be engaged by the stem of valve C when the latter is being elevated. The casing has a lateral opening for assembling the parts, such opening being closed by a screw-threaded plug F.' A similar opening on top is closed by plug G, the latter having a central bore g,

opening inward, for receiving the stem of valve D, with spring g', located as shown, to co-operate with the gravity of the valve and connected lever in closing the valve.

The operation of the valve mechanism is as follows: The air under pressure, forced along through the main air-supply pipe from the engine, enters the cavity of nozzle B under valve C, raising the latter to the position shown in Fig. 3,thus bringing seats a4 and c' in contact, thereby closingbore CL3-in other words, closing communication between the auxiliary air-reservoir and the brake-cylinder. Meantime valve-stem C2 has engaged and tilted upward lever E, thereby elevating valve D, whereby communication is opened from the brake-cylinder to exhaust-chamber, and from thence to the atmosphere. In such position of parts the airsupply from the main pipe passes through a recess or port m past valve C, and from thence passes through port M to the auxiliary reservoir, and when the airpressure in the reservoir becomes equal to the pressure in the main pipe valve O is still held elevated by reason of the larger lower surface of vthe valve that is exposed, the difference between the upper and lower surfaces of the valve exposed being the area of seat c', the latter being just large enough to cause the valves to maintain their elevated positions so long as the air-pressure is the same above and below valve C. The elevated po- ICO sition of the valves may be considered their normal positions, and except while the brakes are being appliedV the supply-pi pe and auxiliary reservoir are consequently always in open relation, thus giving plenty of time for accumulating the maximum air-pressure in the reservoir. Then it is desired to apply the brakes, the pressure is reduced in the main pipe, and such reduction ot' pressure below the valve C causes the latter to descend, thus closing the communication between main pipe and auxiliary reservoir, then closing the exhaust-port, the gravity of valve D and lever E and coil-spring g acting in concert to close the exhaust valve, then opening bore a3, whereby the air from auxiliary reservoir may pass to the brake-cylinder ciaports M and N. Seats b and c come then in contact. When the maximum air-pressure is again established in the main pipe, the valves are again lifted to their normal or elevated positions; but, suppose the engineer wishes to apply the brakes with little force, for instan 3e, in slighly retarding the movement of the train. In such case the airpressure in the main pipe is only slightly reduced. This causes the valve to descend, as aforesaid; but as soon as the air-pressure in the auxiliary reservoir is by the passage of air to the brake-cylinder reduced below the pressure in themain pipe the valve C will rise, close communication between auxiliary reservoir and brake-cylinder, and is thus held in said position by lever E, or more direct by valve D, with the existing air-pressure and coil-spring on top of valve D, unt-il more pressureis admitted under valve C, which will cause valves to move to their elevated or normal positions. Consequently the engineer has full control of the brakes and may apply them with little or more force, according to circumstances.

Suitable governing mechanism for co-operating with the valve mechanism herein described is made the subject of application for United States Letters Patent tiled April 26, 1889, Serial No. 308,704.

Vhatv I claim isl. In valves for air-brakes, the combination, with casing having primary, secondary, and exhaust chambers, and having ports and connecting-openings, substantially as indicated, of primary valve C, so constructed as, when depressed, to close the induction-opening of the casing, and when elevated to close communication between primary and secondary chambers, and a valve for closing the exhaustopening, the latter valve having a lever attachment for engaging the primary valve, whereby the exhaust-valve is opened by the upward movement of the primary valve, substantially as set forth. Y W

2. YrThe combinatiomwith valve-casing having primary, secondary, and exhaust chambers, of ducts respectively connecting the primary and secondary chambers and connecting the secondary and exhaust chambers, the primary chamber being connected with the air-supply and having a port connecting with the auxiliary air reservoir, the secondary chamber having a port connecting with the brake-cylinder, a double-seated differential gravity-valve Operating in the primary chamber for closing, when depressed, the induction-opening, and closing, when elevated, communication between auxiliary reservoir and brake-cylinder, such valve having a stem adapted to extend into the secondary chamber, and an exhaust-valve having a lever attachment adapted to engage the stem ot' the primary valve, whereby the exhaust-valve is opened by means of elevating the primary valve, substantially as set forth.

In testimony whereof I sign this speciiication, in the presence of two witnesses, this 15th day of March, 1889.

THEODORE H. l-IABERKORN.

Vitnesses:

J ULIA M. BRIANT, PAUL F. KUHNE. 

